CN1332824C - Clutch control apparatus for hybrid vehicle - Google Patents

Abstract

A clutch control apparatus for a hybrid vehicle (1) having an engine (2) and a motor (3) as power sources, and an output shaft (13a). The clutch control apparatus includes a clutch device (12) and a clutch control device (19) operatively connected to the clutch device (12) for controlling the engagement degree of the clutch device (12) when the driving mode of the vehicle is alternately switched between an engine cruise mode and a motor cruise mode. The clutch control device (19) is adapted to execute a clutch relaxation control operation which includes an engagement decreasing control operation and a subsequent engagement recovery control operation, and is further adapted to execute an engagement increasing control operation in which the engagement degree of the clutch device (12) is forced to increase when the revolution rate of the engine (2) falls below a predetermined value.

Description

Clutch operating device for hybrid vehicles

technical field

The present invention relates to a clutch operating device for a vehicle, which is generally known as a hybrid vehicle and includes an engine and an electric motor as power sources, and the vehicle receives drive power from at least one of the engine and the electric motor.

Priority is claimed based on Japanese Patent Application No. 2002-334991 filed on November 19, 2002, the contents of which are incorporated herein by reference.

Background technique

In recent years, in order to save fuel during engine operation, or to reduce exhaust gas generated by burning fuel, a hybrid vehicle has been developed, each of which includes an engine and an electric motor that can also generate electrical energy (hereinafter It is called a motor generator) and is connected to the power transmission mechanism connected to the driving wheels, and the motor generator generates auxiliary driving power as needed during the normal running of the vehicle, and the motor generator is connected to the driving wheels so that the kinetic energy of the vehicle A part of is converted into electric energy stored in a battery device (for example, refer to Japanese Unexamined Patent Application, First Publication No. Hei 11-350995).

Among such hybrid vehicles, there is also known a hybrid vehicle in which an engine and a motor generator are directly connected to each other. Conventionally, in such a hybrid vehicle, the motor generator is not used only to drive the vehicle (hereinafter this operation mode is referred to as "motor cruise mode") because in the motor cruise mode, the engine is used as the engine for the motor generator. part of the load, and the motor-generator must generate power to compensate for the pumping losses and friction of the engine; therefore, when compared with the case where the engine is only used to drive the vehicle (hereinafter this mode of operation is referred to as "engine cruise mode") , can not improve fuel efficiency.

In a subsequent stage of development, a technique has been developed for reducing the pumping losses of the engine, in which the operation of the intake and exhaust valves of the engine is temporarily interrupted, or the closing of the intake and exhaust valves is varied Timing (see, for example, Japanese Patent No. 3292224). In the case of hybrid vehicles, it has been found that fuel efficiency can be improved by temporarily interrupting the operation of the engine's intake and exhaust valves during motor cruise mode in order to reduce engine pumping losses, even in conjunction with engine cruise mode It can also be done when using the motor-generator only to propel the vehicle and compensate for engine friction when compared to the situation.

In addition, a hybrid vehicle has been developed in which the operation of the intake valve and the exhaust valve of the engine is temporarily interrupted, thereby making it possible to drive by an electric motor (see Japanese Patent No. 3209046, for example).

However, in such a hybrid vehicle that can be driven by an electric motor, there is a problem that when the operating mode of the vehicle is alternately switched between the motor cruise mode and the engine cruise mode, unexpected A sense of deceleration (hereinafter referred to as a sense of drag) or bumps.

More specifically, when the operating mode of the vehicle is switched from the engine cruise mode to the motor cruise mode, a feeling of drag caused by cutting off the fuel supply to the engine occurs by stopping the operation of the intake valve and the exhaust valve and Changes in engine friction from jolts (vehicle vibrations). On the other hand, when the operating mode of the vehicle is switched from the motor cruise mode to the engine cruise mode, additional drag feeling due to changes in engine friction occurs by actuating the operation of the intake and exhaust valves and due to engine operation The start (ignition) of combustion starts with shaking.

Contents of the invention

In view of the above circumstances, an object of the present invention is to provide a clutch operating device for a hybrid vehicle, by which the drivability of the vehicle is improved, and even when the operating mode of the vehicle is changed between the engine cruise mode and the motor cruise mode Vehicle performance is also solid when switching back and forth between modes.

In order to achieve the above objects, the present invention provides a clutch operating device for a hybrid vehicle having an engine and an electric motor as power sources, and an output shaft, at least one of driving power of the engine and the electric motor being transmitted To the output shaft for driving the vehicle in engine cruise mode in which the vehicle is driven by the engine or in motor cruise mode in which the vehicle is driven by the electric motor, the clutch operating device includes a clutch member provided between the engine and the electric motor and the output shaft and adapted to selectively disconnect the driving power of the engine and the electric motor from the output shaft; and a clutch operating member, which is operatively connected to the clutch member for use when the operating mode of the vehicle is in the engine cruise mode controlling the degree of engagement of the clutch member when alternately switching between the engine cruise mode and the motor cruise mode, wherein the clutch operating member is adapted to perform clutch disengagement control when switching the operating mode of the vehicle between the engine cruise mode and the motor cruise mode operation, which includes: an engagement reduction control operation in which the degree of engagement of the clutch members is reduced; and a subsequent engagement recovery control operation in which the engagement of the clutch members is gradually increased and then restored to its previous state, the clutch operation The member is also adapted to perform an engagement increase control operation in which engagement of the clutch member is forced to increase when the engine speed decreases below a predetermined value.

According to the clutch operating device constructed as described above, the motor cruise mode can be effectively applied to a running state in which the engine cannot be efficiently operated. In addition, by performing the clutch disengagement control operation, it is possible to reduce the drag feeling caused by the fuel cut operation when switching the operation mode of the vehicle from the engine cruise mode to the motor cruise mode, and it is also possible to reduce the Combustion initiation oscillation due to start of engine operation when transitioning from cruise mode to engine cruise mode.

Furthermore, when the rotation speed of the engine decreases below a predetermined value during the clutch disengagement control operation, the rotation speed of the engine will not decrease further and the rotation speed of the engine can be increased by performing the engagement increase control operation for the clutch member; Therefore, it is possible to prevent an increase in vehicle jerk that may be caused by a decrease in the engine speed.

In the clutch operating device described above, the engagement increase control operation performed with reference to a predetermined value of the engine speed may be performed within a predetermined period starting from the beginning of the clutch disengagement control operation, and the engagement recovery control operation may be performed after the predetermined period has elapsed. implement.

According to the clutch operating device constructed as described above, it is possible to reliably restore the degree of engagement of the clutch members that was once reduced by the engagement reduction control operation at the end of the switching operation between the running modes.

In the clutch operating device described above, the engagement recovery control operation and the engagement increase control operation can be performed step by step, and the increase increment in the engagement increase control operation performed with reference to a predetermined value of the engine speed can be set to be smaller than that in the engagement recovery control. Increment to add in the operation.

According to the clutch operating device constructed as described above, even when the engagement increase control operation is performed, the engine speed can be increased without reducing the effect of the clutch disengagement control operation.

The engine may be adapted to perform a fuel supply operation and a fuel cut operation, the fuel cut operation is switched to the fuel supply operation with the fuel cut operation canceled speed, and in the above clutch operating device, the predetermined value of the engine speed can be set according to the fuel cut operation canceled speed Certainly.

According to the clutch operating device constructed as described above, the engine speed can be reliably maintained higher than the fuel cut operation canceling speed at which the fuel cut operation is switched to the fuel supply operation.

The present invention provides a clutch operating device for a hybrid vehicle having an engine and an electric motor as power sources, and an output shaft to which at least one of driving power of the engine and the electric motor is transmitted, for use in For driving a vehicle in an engine cruising mode in which a vehicle is driven by an engine or in a motor cruising mode in which a vehicle is driven by an electric motor, the clutch operating device includes: a clutch member disposed between the engine and the electric motor and an output shaft, and adapted to selectively disconnecting drive power from the output shaft of the engine and the electric motor; and a clutch operating member operatively connected to the clutch member for when the operating mode of the vehicle is between the engine cruise mode and the motor cruise mode Controlling the degree of engagement of the clutch member when alternately switching between them, wherein the clutch manipulating member is adapted to perform a clutch disengagement control operation when switching the operating mode of the vehicle between the engine cruise mode and the motor cruise mode, the operation comprising: an engagement reduction control operation in which the degree of engagement of the clutch member is reduced; and a subsequent engagement recovery control operation in which the degree of engagement of the clutch member is gradually increased and restored, the clutch operating member is also adapted to control the clutch member according to the rotational speed of the engine degree of engagement.

According to the clutch operating device constructed as described above, the motor cruise mode can be effectively applied to a running state in which the engine cannot be efficiently operated. In addition, by performing the clutch disengagement control operation, it is possible to reduce the drag feeling caused by the fuel cut operation when switching the operation mode of the vehicle from the engine cruise mode to the motor cruise mode, and it is also possible to reduce the Combustion initiation oscillation due to start of engine operation when transitioning from cruise mode to engine cruise mode.

Furthermore, by controlling the degree of engagement of the clutch members according to the engine speed during the clutch disengagement control operation, the engine speed does not drop below a predetermined value; therefore, an increase in vehicle jerk due to a decrease in the engine speed can be prevented.

In the clutch operating device described above, the control operation for the degree of engagement of the clutch member performed in accordance with the engine speed may be performed within a predetermined period starting from the beginning of the clutch disengagement control operation, and the engagement restoration control operation may be performed after the predetermined period has elapsed. Execute afterwards.

According to the clutch operating device constructed as described above, it is possible to reliably restore the engagement degree of the clutch member, which was once reduced by the engagement reduction control operation, at the end of the switching operation between the running modes.

In the above clutch operating device, the degree of engagement of the clutch members can be changed according to the clutch oil pressure correction factor, which is determined in advance according to the engine speed, and the clutch oil pressure correction factor can be set high so that when the engine speed decreases increase the degree of engagement of the clutch components.

The hybrid vehicle may include an automatic transmission, and in the clutch operating device described above, the clutch member may be a starting clutch provided for the automatic transmission.

According to the clutch device constructed as described above, no additional clutch components are required; therefore, the operating device can be simplified and an increase in cost can be avoided.

Description of drawings

FIG. 1 is a schematic diagram showing the overall structure of a driving power transmission system in a first embodiment of a hybrid vehicle according to the present invention.

FIG. 2 is a time chart showing the state of the first embodiment in which the operation mode of the vehicle is switched from the engine cruise mode to the motor cruise mode.

3 is a timing chart showing the state of the first embodiment in which the operation mode of the vehicle is switched from the motor cruise mode to the engine cruise mode.

FIG. 4 is a time chart showing the state of the first embodiment in which the hybrid vehicle decelerates after the motor cruise mode.

FIG. 5 is a flowchart showing the main flow of operations performed for the motor cruise mode of the hybrid vehicle of the first embodiment.

FIG. 6 is a graph plotted according to a graph defining engine friction values in the hybrid vehicle of the first embodiment in an all-cylinder operating state.

FIG. 7 is a graph plotted according to a graph defining engine friction values in the hybrid vehicle of the first embodiment in an all cylinders OFF state.

8 is a flowchart (part 1) showing a control operation for request confirmation of the motor cruise mode of the hybrid vehicle of the first embodiment.

FIG. 9 is a flowchart (part 2) showing a control operation for request confirmation of the motor cruise mode of the hybrid vehicle of the first embodiment.

FIG. 10 is a graph defining desired output power of the hybrid vehicle of the first embodiment.

11 is a graph drawn from a graph defining the required output power of the motor cruising mode in the hybrid vehicle of the first embodiment in an all cylinders off state.

12 is a flowchart (part 1) showing the start of a control pre-operation for the motor cruise mode of the hybrid vehicle of the first embodiment.

FIG. 13 is a flowchart (part 2) showing the start of a control pre-operation for the motor cruise mode of the hybrid vehicle of the first embodiment.

FIG. 14 is a time chart showing the calculated final motor output power in the control pre-operation for starting the motor cruise mode.

Fig. 15 is a flowchart (part 1) showing a control pre-operation for accomplishing the motor cruise mode of the hybrid vehicle of the first embodiment.

FIG. 16 is a flowchart (part 2) showing a control pre-operation for accomplishing the motor cruise mode of the hybrid vehicle of the first embodiment.

FIG. 17 is a time chart showing the calculated final motor output power in the control pre-operation for completing the motor cruise mode.

18 is a flowchart (part 1) showing a control operation for calculating a starting clutch oil pressure correction coefficient of the hybrid vehicle of the first embodiment.

19 is a flowchart (part 2) showing a control operation for calculating a starting clutch oil pressure correction coefficient of the hybrid vehicle of the first embodiment.

FIG. 20 is a flowchart (part 3) showing a control operation for calculating a starting clutch oil pressure correction coefficient for the hybrid vehicle of the first embodiment.

FIG. 21 is a flowchart (Part 1) showing a control operation for calculating a starting clutch oil pressure correction coefficient for the hybrid vehicle of the second embodiment.

FIG. 22 is a flowchart (part 2) showing a control operation for calculating a starting clutch oil pressure correction coefficient for the hybrid vehicle of the second embodiment.

FIG. 23 is a flowchart (part 3) showing a control operation for calculating a starting clutch oil pressure correction coefficient for the hybrid vehicle of the second embodiment.

FIG. 24 is a graph plotted according to one example of a map defining a starting clutch oil pressure correction coefficient at the start of the motor cruise mode.

FIG. 25 is a graph plotted according to one example of a map defining a starting clutch oil pressure correction coefficient at the end of the motor cruise mode.

Detailed ways

An embodiment of a clutch control device for a hybrid vehicle according to the present invention will be described below with reference to FIGS. 1-25 .

first embodiment

A first embodiment of a clutch operating device for a hybrid vehicle of the present invention will be described below with reference to FIGS. 1-20.

FIG. 1 is a schematic diagram showing the overall structure of a driving power transmission system for a hybrid vehicle having an operating device for a clutch according to the present invention. The drive power transmission system of the hybrid vehicle 1 includes an engine 2 , an electric motor 3 (hereinafter referred to as a motor generator), and a pulley and belt type continuously variable transmission (CVT) 5 capable of generating electric power and provided at an output of the engine 2 On the shaft 2a, the above-mentioned transmission is connected with the output shaft 2a of the engine through a coupling mechanism 4 .

The engine 2 is a four-cylinder reciprocating engine in which pistons are respectively disposed in four cylinders 7 formed in an engine block 6 . The engine 2 includes an intake-exhaust control device 8 and an injection and ignition control device 9 that controllably operate intake valves and exhaust valves for performing intake and exhaust operations of the cylinders 7. valve, the control device 9 controls the fuel injection of each cylinder 7 and the ignition of the injected fuel.

As described above, the motor generator 3 is directly connected to the engine 2 so that at least one of the driving power of the engine 2 and the motor generator 3 is transmitted to the driving wheels 14a and 14b via the continuously variable transmission 5 . The motor generator 3 is operated by a battery (not shown) mounted on the vehicle so as to enable the vehicle to run in a motor cruise mode. On the other hand, the motor generator 3 may generate power by being driven by the drive wheels 14a and 14b so as to charge the battery during deceleration running of the vehicle (energy recovery operation). In other words, the above-mentioned driving power transmission system includes a power source provided in a hybrid form.

The continuously variable transmission 5 includes a metal V-belt mechanism 30 provided on the input shaft 10 and the intermediate shaft 11 , a forward-reverse conversion mechanism 20 provided on the input shaft 10 , and a starting clutch (clutch portion) 12 provided on the intermediate shaft 11 . The input shaft 10 is connected with the output shaft 2 of the generator through the coupling mechanism 4 . The driving power from the starting clutch 12 is transmitted to the right and left drive wheels 14a, 14b through the differential mechanism 13 and the left and right axles (output shafts) 13a, 13b.

The metal V-belt mechanism 30 includes a driving side pulley 31 arranged on the input shaft 10 , a driven side pulley 32 arranged on the intermediate shaft 11 , and a metal V-belt 33 wound on the pulleys 31 and 32 . The drive side pulley 31 includes a fixed pulley half 34 rotatably provided on the input shaft 10 and a movable pulley half made to be movable in the axial direction relative to the fixed pulley half 34. Section 35. On the right side of the movable sheave half 35 in FIG. 1 , a drive side cylinder chamber 37 defined by a cylinder wall 36 is provided. The drive side lateral pressure for moving the movable pulley half 35 in the axial direction is formed by supplying the pulley control oil pressure in the drive side cylinder chamber 37 from the control valve 15 via the oil passage 38 .

The driven side pulley 32 includes a fixed pulley half 39 provided on the intermediate shaft 11 and a movable pulley half 40 made movable relative to the fixed pulley half 39 in the axial direction. A driven-side cylinder interior 42 delimited by a cylinder wall 41 is provided on the left side of the movable pulley half 40 in FIG. 1 . The driven-side lateral pressure for moving the movable pulley half 40 in the axial direction is formed by supplying pulley control oil pressure in the driven-side cylinder chamber 42 from the control valve 15 via the oil passage 43 .

The oil pressures (drive side lateral pressure and driven side lateral pressure) supplied to the cylinders 37 and 42 are controlled by the control valve 15 so as to provide lateral pressure sufficient to prevent the metal V-belt 33 from slipping. A further control is selectively performed so that the driving side lateral pressure and the driven side lateral pressure are different from each other, whereby the groove width of the pulleys 31, 32 is varied in order to vary the metal V in order to vary the transmission speed ratio in a stepless manner. Tape 33 winding radius.

The forward-reverse conversion mechanism 20 formed by a planetary gear mechanism includes a sun gear connected to the input shaft 10; a ring gear 22 connected to a fixed pulley half 34 of a drive side pulley 31; a bracket 23 adapted to and a forward clutch 25 adapted to selectively connect the sun gear 21 with the ring gear 22 . In the forward-reverse conversion mechanism 20, when the forward clutch 25 is engaged, all the gears 21, 22 and 22 rotate together with the input shaft 10, and the drive side pulley 31 is driven along with the input shaft by the engine 2 or the motor generator 3. 10 rotate in the same direction (ie, in the forward direction). On the other hand, when the reverse brake 27 is engaged, since the bracket 23 is fixed, the ring gear 22 is driven in a direction opposite to the direction of the sun gear 21, and the side moving pulley 31 is driven in a direction opposite to the direction of the input shaft 10. Rotate in the opposite direction (ie, in the reverse direction). Engagement operations of the forward clutch 25 and the reverse brake 27 are controlled by the forward-reverse control oil pressure set in the control valve 15 using the line pressure.

The starting clutch 12 is a clutch that controls power transmission from the intermediate shaft 11 to the output members, ie, to the power transmission gears 16a, 16b, 17a, and 17b. When the launch clutch 12 is engaged, drive power is transmitted to the output member. Therefore, when the starting clutch 12 is engaged, the output power of the engine 2 or the electric motor 3 is transmitted to the differential mechanism 13 through the power transmission gears 16a, 16b and 17a, 17b while changing the driving speed through the metal V-belt mechanism 30, and then, The drive power is split by the differential mechanism 13, and the split drive power is transmitted to the drive wheels 14a and 14b through the left and right drive shafts 13a and 13b. When the starting clutch 12 is disengaged, power transmission is not performed, and the transmission 5 is placed in a neutral state. Engagement control of the starting clutch 12 is performed by clutch actuation oil pressure, which is set in the control valve 15 using line pressure and supplied through an oil passage 18 .

In the continuously variable transmission 5 constructed as described above, the speed change is performed by lateral pressures on the driving side and the driven side generated by using oil pressure supplied from the control valve 15 through the oil passages 38 and 43, Forward-reverse switching control is performed by forward-reverse control oil pressure supplied to forward clutch 25 and reverse brake 27 through an oil passage (not shown), and start clutch engagement control is performed by clutch control oil pressure supplied via oil passage 18 . The operation of the control valve 15 is controlled by a control signal supplied from an electronic control unit (hereinafter simply referred to as ECU) 19 .

In the engine 2, an all-cylinder shut-off operation in which all four cylinders are deactivated in a predetermined operation state (for example, a deceleration operation or a motor cruise operation to be described below) may be performed. In other words, the ECU 19 controls the operation of the intake-exhaust control device 8 through the control line 53, and controls the operation of the fuel injection and ignition control device 9 through the control line 54 so as to close the intake valves and exhaust valves of all the cylinders 7. valves, and deactivates fuel injection and ignition, thus enabling full cylinder shutoff operation. By performing all-cylinder off operation, fuel efficiency during deceleration operation can be improved, friction of engine 2 can be reduced, and kinetic energy of the vehicle during deceleration operation can be efficiently recovered by energy recovery operation of motor generator 3 .

The mechanism (cylinder shutoff mechanism) with which the intake valve and the exhaust valve are kept in the closed state is not limited to a specific one, and a mechanism in which the operation of the valve is stopped by using hydraulic control, or a mechanism in which the intake valve and the exhaust valve are stopped may be employed. Exhaust valve A mechanism consisting of a solenoid valve that selectively stops its operation.

The rotation speed sensor 61 for measuring the rotational speed of the engine output shaft 2a, the intake air pressure sensor 62 for measuring the intake negative pressure of the engine 2, the throttle opening sensor 63 for measuring the throttle opening of the engine 2, and the throttle opening sensor 63 for measuring the intake air pressure of the hybrid vehicle 1 The vehicle speed sensor 64 of the traveling speed of the vehicle is electrically connected to the ECU 19 so that output signals corresponding to the measured values measured by the sensors 61 to 62 are input into the ECU 19 .

In the hybrid vehicle 1 including the power transmission system constructed as described above, in order to improve fuel efficiency during cruising operation, two cruising modes are provided, namely: (1) motor cruising mode (in which, vehicle), and (2) engine cruise mode (in which the vehicle is driven by the engine).

More specifically, when the vehicle is running under a low load condition that may reduce fuel efficiency, the motor cruise mode is selected in which the vehicle is driven only by the motor generator 3; while the engine 2 can be operated while achieving better fuel efficiency , select engine cruise mode, in which the vehicle is driven by the engine alone.

In the motor cruise mode, a control operation is performed in which fuel supply to all cylinders of the engine 2 is stopped and all cylinders are turned off, that is, the intake valves and exhaust valves of all cylinders are kept in closed states, The pumping loss is thereby reduced; furthermore, motor output control is performed in which the motor generator 3 generates electric power corresponding to the pumping loss and the friction of the engine 2 and the kinetic energy of the vehicle. On the other hand, in the engine cruise mode, the motor generator 3 does not output driving power. The operation of the motor generator 3 is controlled by a control signal supplied by the ECU 19 via a control line 51 .

In addition, in the engine cruise mode, the gear reduction ratio selection control is also performed so that an optimum gear reduction ratio is selected in order to operate the engine 2 under conditions for obtaining better fuel efficiency. This control is performed by a control signal sent from the ECU 19 to the control valve 15 via the control line 52 .

As described above, if the operating mode of the vehicle is immediately switched from the engine cruise mode to the motor cruise mode, or from the motor cruise mode to the engine cruise mode immediately, due to the stop or restart of the engine operation, or the intake valve and exhaust valve A feeling of drag or jerk is experienced when the operation is stopped or restarted; therefore, in the hybrid vehicle 1 of this embodiment, the output power of the motor generator 3 and the degree of engagement of the starting clutch 12 are controlled so that when the operation mode is switched Improve drivability and stabilize vehicle performance.

Transition operation from engine cruise mode to motor cruise mode

The transition operation from the engine cruise mode to the motor cruise mode will be described below with reference to the timing chart shown in FIG. 2 .

In FIG. 2 , the vehicle travels in the engine cruise mode until time t0, and a mode switching operation from the engine cruise mode to the motor cruise mode starts at time t0 (a request for the motor cruise mode is made).

In the engine cruise mode, the engine 2 operates in an all-cylinder operation mode, and the motor generator 3 does not output power. The starting clutch 12 is engaged, where the starting clutch oil pressure correction factor is set to 1.0 (i.e., no correction is performed), which means that, during engine cruise mode, the oil pressure for the starting clutch 12 is set for The desired oil pressure of the starting clutch (hereinafter, this oil pressure is referred to as the clutch oil pressure in the normal mode).

When a request for the motor cruise mode is received, the desired oil pressure for the starting clutch is lowered to perform an engagement reduction control operation in which the degree of engagement of the starting clutch 12 is reduced. In this case, the desired oil pressure for the starting clutch is obtained by multiplying the clutch oil pressure in the normal mode by the starting clutch oil pressure correction factor.

When a request for the motor cruise mode is received, a fuel cut operation is started at time t1, and fuel supply to cylinders and ignition therein are stopped from one cylinder to the next. As a result, the output power of the engine is gradually reduced. At this stage, the opening and closing operations of the intake valves and exhaust valves of all cylinders are still performed, whereby unburned fuel is completely discharged. In synchronization with the reduction of the output power of the engine 2 , that is, in synchronization with the combustion timing of the engine 2 , the motor generator 3 is controlled so as to output driving power, thereby gradually switching the driving power source from the engine 2 to the motor generator 3 . In this case, the motor generator 3 is controlled so as to output a driving power whose magnitude corresponds not only to the driving power generated by the cylinder whose fuel supply has been stopped but also to the friction (including pumping loss) of the same cylinder. In other words, the motor generator 3 is controlled so as to output power including, in addition to the drive power required to drive the vehicle by the motor generator 3 , power for compensating for engine friction manifested by fuel cut. The fuel cut operation for all cylinders is completed at time t2.

By controlling the motor generator 3 in this way, the driving source is smoothly switched from the engine 2 to the motor generator 3 without variation in driving power. Furthermore, since the engagement reduction control operation for the starting clutch 12 is performed, the drag feeling due to the fuel cut operation can be reduced, vehicle performance can be stabilized, and drivability can be improved.

Then, an all-cylinder shut-off command is given to the engine 2 at time t3. Upon receipt of the all cylinder shut-off command, the cylinder shut-off operation begins at time t4, and the intake and exhaust valves are closed from one cylinder to the next. As a result, since the pumping loss of the engine 2 is gradually reduced, the motor generator 3 is controlled so that its output power is gradually reduced by an amount corresponding to the reduced pumping loss per cylinder. At time t6, the intake valves and exhaust valves of all cylinders are completely closed, which means that the all-cylinder shut-off operation ends.

By controlling the output power of the motor generator 3 in this way, the change in engine friction caused by stopping the operation of the intake valve and the exhaust valve can be compensated by the change in the output power of the motor generator 3; thus, it is possible to prevent the vehicle from bumps and can improve drivability.

During the transition of the driving power source from the engine 2 to the motor generator 3, the desired oil pressure for the starting clutch, which has decreased, is gradually increased, thereby increasing the degree of engagement of the starting clutch 12. In this case, the ideal oil pressure for the starting clutch is obtained by multiplying the clutch oil pressure in normal mode by the starting clutch oil pressure correction factor, and gradually increasing the starting clutch oil pressure correction factor.

Then, at time t7, the correction of the desired oil pressure for the starting clutch is completed, that is, the correction coefficient of the starting clutch oil pressure is set to 1.0, and the desired oil pressure for the starting clutch 12 is set to be used in the motor cruise mode. The expected oil pressure of the starting clutch (hereinafter, the expected oil pressure is referred to as the clutch oil pressure in the motor cruise mode).

As described above, since the desired oil pressure for the starting clutch is gradually increased so that the degree of engagement of the starting clutch 12 has been gradually recovered by the time the cylinder shut-off of all cylinders is completed, it is possible to avoid vehicle damage caused by the engagement of the starting clutch. bumpy.

Also, since the degree of engagement of the starting clutch 12, which was once reduced at the transition from the engine cruise mode to the motor cruise mode, is reliably restored when the run mode transition is completed, the energy loss due to the clutch disengagement control operation can be reduced. minimized.

When the clutch disengagement control operation for the starting clutch 12 is performed upon receiving the request for the motor cruise mode, the engine speed is reduced. If, during clutch release control operation, the starting clutch oil pressure correction factor is maintained for a prolonged period of time at the level set immediately upon receipt of a request for motor cruise mode, as shown by the dotted line in Fig. 2, the engine speed NE decreases to a level below a predetermined rotational speed, as shown by another dashed line in FIG. 2 , which may increase vehicle vibration. In addition, the fuel cut operation should be continued after the start of time t1; however, when the engine speed is reduced to the fuel cut operation cancellation speed, the fuel cut operation is stopped at this time, and the fuel supply operation is resumed, based on the engine speed receiving the fuel cut operation cancellation request. request, and cancel the fuel cut operation (that is, restore the fuel supply operation). As a result, unnecessary fuel may be supplied to the engine 2, and thus fuel efficiency may be reduced.

In order to solve the above-mentioned problem, in this embodiment, when the engine speed decreases to a predetermined value (NELOW) during the clutch release control operation for the start clutch 12, as shown by the solid line in FIG. 2, the engagement increase control is performed. Operation, wherein the starting clutch oil pressure correction coefficient is increased to forcibly increase the degree of engagement of the starting clutch 12, so that the engine speed increases and does not further decrease. Therefore, an increase in vehicle pitch that may occur due to an increase in engine speed can be prevented, and drivability can be further improved.

Also, in the present embodiment, by determining the predetermined value (NELOW) in accordance with the fuel-cut operation cancellation rotation speed, the engine rotation speed does not reach the fuel-cut operation cancellation rotation speed. Therefore, unnecessary fuel supply to the engine 2 due to cancellation of the fuel cut operation can be reliably prevented, and fuel efficiency can be improved.

Transition operation from motor cruise mode to engine cruise mode

Next, the switching operation from the motor cruise mode to the engine cruise mode will be described with reference to the timing chart shown in FIG. 3 .

In FIG. 3 , the vehicle travels in the motor cruise mode until time t0, and the mode switching operation from the motor cruise mode to the engine cruise mode starts at time t0 (a request for canceling the cylinder shutoff operation is made).

When a request for canceling the cylinder shut-off operation is received, the desired oil pressure for the starting clutch is lowered to perform an engagement reduction control operation in which the degree of engagement of the starting clutch 12 is lowered. In this case, the desired oil pressure for the starting clutch is obtained by multiplying the clutch oil pressure in the normal mode by the starting clutch oil pressure correction coefficient.

Based on the request to cancel the cylinder shut-off operation, the cancellation of the cylinder shut-off operation of the engine 2 starts at time t1, and the operation of the intake valve and the exhaust valve resumes from one cylinder to the next. During this phase, the fuel supply to all cylinders and the ignition therein remain stopped. As a result, since the pumping loss of the engine 2 is gradually increased, the motor generator 3 is controlled so that its output power is gradually increased by an amount corresponding to the increased pumping loss per cylinder. At time t2, the operation of the intake and exhaust valves of all cylinders is fully restored.

By controlling the output power of the motor generator 3 in this way, it is possible to compensate for an increase in pumping loss due to the restoration of the operation of the intake valve and the exhaust valve by a change in the output power of the motor generator 3; therefore, A drag feeling can be reduced and drivability can be improved.

Then, a command to start canceling the fuel cut operation is issued to the engine 2 at time t3. When a command to start canceling the fuel cut operation is received, fuel supply and ignition are resumed at time t4, and are performed from one cylinder to the next. Therefore, the output power of the engine is gradually increased. The motor generator 3 is controlled to output driving power in synchronization with an increase in the output power of the engine 2 , ie, in synchronization with the combustion timing of the engine 2 , so that the driving power source is gradually switched from the motor generator 3 to the engine 2 . In this case, the motor-generator 3 is controlled so that the output power of the motor-generator 3 is reduced by such an amount of driving power that the magnitude of the driving power not only corresponds to the driving produced by the cylinder whose fuel supply has been restored. power, but also corresponds to the friction (including pumping losses) of the same cylinder. At time t6, the fuel supply to all cylinders is fully restored, and the switching operation from the motor cruise mode to the engine cruise mode is completed.

By controlling the motor generator 3 in this way, the drive source is smoothly switched from the motor generator 3 to the engine 2 with no change in drive power. At the same time, since the correction of the desired oil pressure for the starting clutch is performed so as to reduce the degree of engagement of the starting clutch 12, it is possible to reduce combustion initiation oscillation due to the start of engine operation, stabilize vehicle performance, and improve drivability. performance.

During the transition of the driving power source from the engine 2 to the motor generator 3, the desired oil pressure for the starting clutch, which was reduced, is gradually increased to gradually increase the degree of engagement of the starting clutch 12. In this case, the desired oil pressure for the starting clutch is obtained by multiplying the clutch oil pressure in the normal mode by the starting clutch oil pressure correction factor, and the starting clutch oil pressure correction factor is gradually increased.

By completing the transition of the operating mode, the correction of the desired oil pressure for the starting clutch is completed, that is, the correction coefficient of the starting clutch oil pressure is set to 1.0, and the desired oil pressure for the starting clutch is set in the normal mode Lower clutch oil pressure.

In this way, since the desired oil pressure for the starting clutch is gradually increased so that the degree of engagement of the starting clutch 12 has been gradually increased and restored by the time the fuel supply to all cylinders is fully restored, it is possible to avoid the occurrence of a breakdown caused by the engagement of the starting clutch 12. Vehicle bumps.

In addition, since the degree of engagement of the starting clutch 12 (which was once reduced when shifting from the engine cruise mode to the motor cruise mode) is reliably restored when the transition to the running mode is completed, it is possible to reduce the The energy loss is minimal.

When the clutch disengagement control operation is performed upon receiving a request for the engine cruise mode (ie, a request to cancel the cylinder shut-off operation), the engine speed is reduced. If the starting clutch oil pressure correction coefficient is kept at the level set immediately after receiving the request to cancel the cylinder shut-off operation for a long time during the clutch release control operation, as shown by the dotted line in Fig. 3, the engine speed NE Decreasing to a level below a predetermined rotational speed, as shown by another dashed line in Fig. 3, may increase the vibration of the vehicle. In addition, the fuel cut operation should continue until time t3, at which time the fuel cut operation is canceled; The tachometer receives a request to cancel the fuel cut operation, and cancels the fuel cut operation (ie, resumes the fuel supply operation). As a result, unnecessary fuel may be supplied to the engine 2, and thus fuel efficiency may be reduced.

In order to solve the above-mentioned problem, in the present embodiment, when the engine speed decreases to a predetermined value (NELOW) during the clutch release control operation for the starting clutch 12, as shown by the solid line in FIG. Control operation in which the starting clutch oil pressure correction coefficient is increased to forcibly increase the degree of engagement of the starting clutch 12, thereby increasing the engine speed and not further decreasing it. In this way, an increase in vehicle pitch that may occur due to a reduction in engine speed can be prevented, and drivability can be further improved.

Also, in this embodiment, by determining the predetermined value (NELOW) in accordance with the fuel cut operation cancel rotation speed, the engine rotation speed will not reach the fuel cut operation cancel rotation speed. Therefore, unnecessary fuel supply to the engine 2 due to cancellation of the fuel cut operation can be reliably prevented, and fuel efficiency can be improved.

In FIGS. 2 and 3, ESC (%) represents the rotation ratio between the input side and the output side of the starting clutch 12, and when the ESC is 100%, there is no slip therebetween, ie, the starting clutch 12 is fully engaged. "NE" is the engine speed.

During vehicle deceleration after motor cruise mode

When the output power of the motor generator 3 is made 0 while maintaining the clutch oil pressure at the same level as in the motor cruise mode, or when regenerative braking operation is performed during deceleration of the vehicle after the motor cruise mode, it may Experience unexpected drag or jolts in the vehicle. Therefore, in the hybrid vehicle 1 of the present embodiment, by performing the clutch disengagement control operation for the starting clutch 12 also during vehicle deceleration after the motor cruise mode, the dragging feeling or pitching of the vehicle is prevented. In other words, the deceleration of the vehicle after the motor cruise mode is a transition from the motor cruise mode to a state in which the engine is operated (ie, a deceleration operation together with the fuel cut operation).

The operation during deceleration of the vehicle after the motor cruise mode will be described below with reference to the timing chart shown in FIG. 4 .

In FIG. 4 , the vehicle travels in the motor cruise mode before time t0, and a deceleration request is made at time t0.

When the deceleration request is received, the output power of the motor generator 3 is made 0, and at the same time, the desired oil pressure for the starting clutch is lowered to perform an engagement reduction control operation in which the degree of engagement of the starting clutch 12 is reduced. In this case, the desired oil pressure of the starting clutch is obtained by multiplying the clutch oil pressure in the normal mode by the starting clutch oil pressure correction factor. When the degree of engagement of the starting clutch 12 is reduced, a drag feeling due to engine braking or regenerative braking is reduced, and drivability can be improved.

After the above-mentioned control operation is performed, the desired oil pressure of the starting clutch, which was once lowered, is gradually increased to gradually increase the degree of engagement of the starting clutch 12 . In this case, the desired oil pressure of the starting clutch is obtained by multiplying the clutch oil pressure in the normal mode by the starting clutch oil pressure correction factor, and the starting clutch oil pressure correction factor is gradually increased.

In this way, since the desired oil pressure of the starting clutch is gradually increased to gradually increase and restore the degree of engagement of the starting clutch 12, vehicle pitching due to engagement of the starting clutch 12 can be avoided and drivability can be improved.

When the idle stop command is issued at time t2, the starting clutch 12 is disengaged, and the fuel supply is stopped so that the engine speed becomes zero. Furthermore, at time t3, the vehicle speed becomes zero, that is, the vehicle 1 stops.

When the clutch disengagement control operation for the start clutch 12 is performed during vehicle deceleration after the motor cruise mode, the engine speed is reduced. If the starting clutch oil pressure correction coefficient is kept at the level set immediately upon receipt of the deceleration request for a long time during the clutch release control operation, as shown by the dotted line in Fig. 4, the engine speed NE is reduced to low At a predetermined rotational speed level, as shown by another dashed line in FIG. 4 , this may increase the jerk of the vehicle. In addition, the fuel cut operation should continue as long as the deceleration continues; however, when the engine speed is reduced to the fuel cut operation cancellation speed (at which the fuel cut operation is stopped and the fuel supply operation is resumed), the fuel cut operation is received based on the engine speed. operation, and cancel the fuel cut operation (that is, restore the fuel supply operation). As a result, unnecessary fuel may be supplied to the engine 2, and thus fuel efficiency may be reduced.

In order to solve the above-mentioned problem, in the present embodiment, when the engine speed decreases to a predetermined value (NELOW) during the clutch disengagement control operation for starting the clutch 12, as shown by the solid line in FIG. 4, the engagement increase control is executed. Operation, wherein the starting clutch oil pressure correction coefficient is increased to forcibly increase the degree of engagement of the starting clutch 12, so that the engine speed increases and does not further decrease. Therefore, it is possible to prevent an increase in vehicle pitch that may occur due to a decrease in the engine speed, and to further improve drivability.

Also, in the present embodiment, by determining the predetermined value (NELOW) according to the fuel-cut operation cancellation rotation speed, the engine rotation speed will not reach the fuel-cut operation cancellation rotation speed. Therefore, unnecessary fuel supply to the engine 2 due to cancellation of the fuel cut operation can be reliably prevented, and fuel efficiency can be improved.

The operation mode switching operation (including during deceleration of the vehicle after the motor cruise mode) will be described in more detail below with reference to flowcharts shown in FIGS. 5 to 20 .

Motor cruise mode main program

The main control routine of the motor cruise mode will be described below with reference to the flowchart shown in FIG. 5 .

The flowchart shown in FIG. 5 shows the main control routine of the motor cruise mode, which is repeatedly and periodically executed by the ECU 19 .

In step S101, the engine friction ENGFRIC1, which is the friction of the engine 2 in all cylinder operating states, is obtained from the ENGFRIC1 graph or graph shown in FIG. 6 according to the engine speed NE and the intake negative pressure Pb.

Then, the control operation proceeds to step S102, in which the engine friction ENGFRIC2, which is the friction of the engine 2 in the all-cylinder off state, is obtained from the ENGFRIC2 graph or graph shown in FIG. 7 according to the engine speed NE. .

Next, the operation proceeds to step S103, in which a control operation for determining permission of cylinder shutoff is performed in order to determine whether or not the engine 2 can be placed in the all cylinder shutoff state.

Then, the operation proceeds to step S104, in which a control operation for determining permission of the motor cruising mode is performed for determining whether the motor cruising mode is permitted. In the present embodiment, the control operation for determining permission of the motor cruising mode performed in step S104 corresponds to the operation mode determination section. The control operation for determining the permission of the motor cruise mode will be described in detail below.

Next, the operation proceeds to step S104 in which a control operation for determining the current state with respect to the motor cruise mode is performed for determining the current state with respect to the motor cruise mode. More specifically, it is determined in this operation whether the vehicle is in the motor cruise mode, whether the vehicle is entering the motor cruise mode, or whether the operating mode is being switched.

When it is determined in step S105 that the vehicle is entering the motor cruise mode, the operation proceeds to step S106 in which a control pre-operation for starting the motor cruise mode is performed; when it is determined that the vehicle is in the motor cruise mode, the operation proceeds to Step S107, in which a control operation for the motor cruising mode is performed, and when it is determined that the operation mode is being switched to the engine cruising mode, the operation proceeds to step S108, in which a control operation for ending the motor cruising mode is performed In the pre-operation of the control, when it is determined that the vehicle is not in the motor cruising mode, that is, the engine is operating, the operation proceeds to step S110. The control pre-operation for starting the motor cruising mode and the control pre-operation for ending the motor cruising mode will be described in detail below.

When the control pre-operation for starting the motor cruising mode is performed in step S106, or after the control operation for the motor cruising mode is performed in step S107, or when the control for ending the motor cruising mode is performed in step S108 After the pre-operation, the operation proceeds to step S109, in which an initial value #TINHEV is set in a busy prevention timer TMINHEV.

Then, the operation proceeds to step S110, in which it is determined whether the count value of the reminder timer TMINHEV is equal to or greater than "0". When the determined result is "YES", that is, TMINHEV > 0, the operation proceeds to step S111 in which "1" is subtracted from the count value of the reminder timer TMINHEV, and then the control operation in this routine is ended. On the contrary, when the determined result is "NO", that is, TMINHEV≦0, the control operation in this routine is ended, and the control operation in step S111 is not performed.

More specifically, when the operation proceeds to the control pre-operation for starting the motor cruising mode, to the control operation for the motor cruising mode, or continues to the control pre-operation for ending the motor cruising mode by the determination result in step S105. In operation, the count value TMINHEV of the reminder timer is maintained at the initial value #TINHEV; however, in contrast, in the control operation for determining the current state with respect to the motor cruise mode in step S105, when it is determined that the vehicle is not in the motor cruise mode In the mode, "1" is subtracted from the count value TMINHEV of the reminder timer every time the control program is executed.

Control Actions Used to Determine Motor Cruise Mode Requests

The control operation for determining the motor cruise mode request in step S104 will be described below with reference to the flowcharts shown in FIGS. 8 and 9 .

In step S201, according to the engine speed NE and the opening TH of the throttle valve, the expected output power of the vehicle (hereinafter referred to as the expected output power) PWRRQ is obtained from the expected output power curve or chart shown in FIG. The output power required by the vehicle.

Next, the operation proceeds to step S202, in which a control operation for filtering the desired output power is performed. More specifically, the maximum range of variation of the expected output power has been set in advance, and the difference between the current expected output power PWRRQ determined in step S201 in the current program and the value determined in step S202 in the immediately preceding program is calculated. The difference between the previous expected output power PWRRQ, and when the difference is greater than the maximum range of variation of the expected output power, the expected output power is limited to the limit value of the range.

By limiting the range of variation of the desired output power in this way, frequent switching of the operating mode between the engine cruise mode and the motor cruise mode (ie, the coasting phenomenon) is prevented, thereby improving drivability, while on the other hand, An increase in fuel consumption of the engine 2 and an increase in power of the motor generator 3 associated with switching of the operation mode are minimized.

In this embodiment, the control operation performed in step S202 corresponds to a filter that limits the variation range of desired output power.

Next, the operation proceeds to step S203, where it is determined whether the vehicle is in the cruise mode. When the determined result is "YES", the operation proceeds to step S204, and when the determined result is "NO", which means that the motor cruising mode is not allowed, the operation proceeds to step S212.

In step S204, it is determined whether the state of charge of the battery is sufficient for the motor cruise mode. When the result of the determination is "YES", that is, the state of charge of the battery is sufficient for the motor cruising mode, the operation proceeds to step S205, and when the result of the determination is "NO", that is, the state of charge of the battery is not enough for the motor cruising mode , the operation proceeds to step S212.

In step S205, it is determined whether the cylinder shutdown permission flag F_KYUTOENB is "0". When the cylinder off operation is permitted, the cylinder off permission flag F_KYUTOENB is set to "0", and when the cylinder off operation is not allowed, the cylinder off permission flag F_KYUTOENB is set to "1". When the determined result in step S205 is "YES", that is, F_KYUTOENB=0, the operation proceeds to step S206, and when the determined result is "NO", that is, F_KYUTOENB=1, the operation proceeds to step S212.

In step S206, it is determined whether the count value TMINHEV of the reminder timer is equal to "0". When the determination result is "YES", the operation proceeds to step S207. When the determined result is "NO", the operation proceeds to step S212. When the determination result in step S206 is not "YES", that is, when TMINHEV≠0, the motor cruise mode request flag F_EVREQ is not set to "1" in step S211, that is, the motor cruise mode is not requested, which will be described below To illustrate. This control means that the motor cruise mode is not allowed unless the generator cruise mode has been maintained for a predetermined time when the operation mode is changed from the engine cruise mode to the motor cruise mode, thereby preventing the operation mode from changing between the generator cruise mode and the motor cruise mode. frequent switching between them (ie, freewheeling phenomenon), thereby improving drivability, while on the other hand, minimizing an increase in fuel consumption of the engine 2 and an increase in power of the motor generator 3 associated with switching of the operation mode.

In step S207, PWRREQFIN is calculated. PWRREQFIN is calculated by adding the engine friction ENGFRIC1 determined in step S101 to the desired output power PWRRQ after filtering in step S202, ie, PWRREQFIN=PWRRQ+ENGFRC1.

Next, the operation proceeds to step S208 in which the required output power EVPWR for the motor cruise mode is obtained from the graph or graph of required output power for the motor cruise mode shown in FIG. 11 according to the current vehicle speed. The required output power for the motor cruise mode is the output power of the electric motor required for the motor cruise mode, which is set according to the vehicle speed. In FIG. 11 , the dashed-two dotted line indicates the road load, ie, the minimum motor power required for cruising, above which EVPWR is set, and hysteresis for preventing the coasting phenomenon is provided.

Next, the operation proceeds to step S209, where it is determined whether or not PWRREQFIN calculated in step S207 is equal to or smaller than the maximum motor output power LIMPWR. The maximum motor output power LIMPWR is the power of the motor generator 3 that can be obtained with the current state of charge of the battery 9 . More specifically, in step S209, it is determined whether the current state of charge of the battery 9 can be used to obtain the motor output power, which is the power required for driving when the engine 2 is in the state of shutting off all cylinders (that is, the power required in Fig. 2 in the time t2 to t4 required motor output power). When the determined result in step S209 is "YES", that is, PWRREQFIN≦LIMPWR, the operation proceeds to step S210, while when the determined result is "NO", that is, PWRREQFIN>LIMPWR, it means that the transition to the motor cruise mode is impossible , and the operation proceeds to step S212.

In step S212, it is determined whether the desired output power FWRRQ after filtering in step S202 is equal to or smaller than the motor cruising pattern EVPWR determined in step S208.

When the determined result in step S210 is "YES", that is, PWRRQ≦EVPWR, the operation proceeds to step S211, where the motor cruise mode request flag F_EVREQ is set to "1" because the motor cycle mode is requested. ", and then end the control operation in this program.

On the contrary, when the determined result in step S210 is "NO", that is, PWRRQ>EVPWR, this means that it is impossible to execute the motor cruising mode, and the operation proceeds to step S212.

In step S212, it is assumed that the motor cruise mode is not requested, and the motor cruise mode request flag F_EVREQ is set to "0", and then the control operation in this routine is ended.

Control pre-operation for starting motor cruise mode

Next, the control pre-operation for starting the motor cruise mode in step S106 in the main control routine of the motor cruise mode will be described with reference to the flowcharts shown in FIGS. 12 and 13 .

In step S301, the fuel cut request flag F_FCREQ is set to "1", and the operation proceeds to step S302, where it is determined whether the fuel cut flag F_FC is "1" or "0". Note that when F_FC is "1", the fuel cut operation is being performed, and when F_FC is "0", the fuel cut operation is not performed.

When it is determined that F_FC is "1" in step S302, the operation proceeds to step S303, and when it is determined that F_FC is "0", the operation proceeds to step S304.

In step S303, a determination result is determined (the determination result is made in the control operation for determining in step S105 of the main control routine for the motor cruise mode in the immediately preceding Whether the current status of the motor cruise mode) is "control pre-operation for starting the motor cruise mode" (ie, whether EVSTATUS_OLD=START). When the determined result in step S303 is "YES", that is, the status with respect to the motor cruise mode in the previous routine is "control pre-operation for starting motor cruise mode", the operation proceeds to step S305. On the contrary, when the determined result in step S303 is "NO", that is, when the state with respect to the motor cruise mode in the previous program is not "control pre-operation for starting the motor cruise mode", it means that the program is for The first execution of the control pre-operation of the motor cruising mode is started, and the operation proceeds to step S304.

In step S304, the TDC counter TDCEVST for starting the control pre-operation of the motor cruising mode is set to an initial value "#STDLY1+#STDLY2+#STDLY3+#STDLY4+#STDLY5", that is, TDCEVST=#STDLY1+#STDLY2+#STDLY3+#STDLY4+ #STDLY5.

Then, the operation proceeds to step S305.

Fig. 14 is a timing chart showing the final motor output power CMDEVPWR calculated in the control pre-operation for starting the motor cruising mode, and more specifically, Fig. 14 shows the CMDEVPWR, STDLYs and about The relationship between the status (STATUSEVST) of the control pre-operation.

#STDLY1 corresponds to a period of time from the motor cruise mode request (fuel cut operation request) to the fuel cut operation start (from time t0 to time t1 in FIG. It's called STFCPRE.

#STDLY2 corresponds to a period of time from the start of the fuel cut operation to the completion of the fuel cut operation of all cylinders (from time t1 to time t2 in FIG. for STFC.

#STDLY3 corresponds to a period of time (from time t2 to time t3 in FIG. 14 ) from the completion of the fuel cut operation of all cylinders to the command for cylinder cut-off, while the control pre-operation for starting the motor cruising mode will be set. The corresponding state is called STFCWT.

#STDLY4 corresponds to a period of time from the command for cylinder shutoff to the start of cylinder shutoff (from time t3 to time t4 in FIG. for STKYTPRE.

#STDLY5 corresponds to a period of time (from time t4 to time t5 in FIG. 14 ) from the start of the cylinder shut-off operation to the completion of the cylinder shut-off operation of all cylinders, and will correspond to the control pre-operation for starting the motor cruise mode. The state is called STKYT.

The state of the control pre-operation for starting the motor cruise mode after completion of all cylinder shut-off (after time t5 in FIG. 14 ) is referred to as STEV.

Every time the engine 2 passes the top dead center (TDC), a predetermined value is subtracted from the TDC counter TDCEVST for starting the control pre-operation of the motor cruise mode.

In step S305, it is determined to what extent the control pre-operation for starting the motor cruising mode is performed based on the value of the TDC counter TDCEVST for starting the control pre-operation of the motor cruising mode, and the operation proceeds to step S306 in which it is determined Whether the current state of the control pre-operation for starting the motor cruising mode is the state before the cylinder cut-off command is made (any one of STFCPRE, STFC, and STFCWT), or whether it is the state after the cylinder cut-off command is made (any one of STKYTPRE, STKYT, and STEV). When it is determined that the current state of the control pre-operation for starting the motor cruising mode is the state (any one of STFCPRE, STFC, and STFCWT) before the cylinder shut-off command is made, the operation proceeds to step S307; When the current state of the control pre-operation to start the motor cruising mode is the state (any one of STKYTPRE, STKYT, and STEV) after the cylinder shut-off command is made, the operation proceeds to step S309.

In step S307, by adding the engine friction ENGFRIC1 obtained in step S101 of the main control routine of the motor cruise mode to that obtained in step S201 of the control operation for determining the motor cruise mode request in the operation state of all cylinders The value obtained on the desired output power PWRRQ is set to the desired motor output power TAREVPWR. In this case, since the cylinder shut-off operation is not requested for the engine 2, the operation proceeds to step S308 where the cylinder shut-off operation request flag F_KYUTO is set to "0".

In contrast, in step S309, by adding the engine friction ENGFRIC2 in the all cylinders off state obtained in step S102 of the main control routine of the motor cruise mode to the step S201 of the control operation for determining the motor cruise mode request The value obtained on the obtained desired output power PWRRQ is set as desired motor output power TAREVPWR. In this case, since the cylinder shut-off operation is requested to the engine 2, the operation proceeds to step S310, where the cylinder shut-off operation request flag F_KYUTO is set to "1".

After performing step S308 or S310, the operation proceeds to step S311, in which it is determined which of STFCPRE, STFC, STFCWT, STKYTPRE, STKYT or STEV is the current state of the control pre-operation for starting the motor cruising mode.

When it is determined in step S311 that the current state of the control pre-operation for starting the motor cruising mode is STFCPRE, the operation proceeds to step S312, in which the calculated final motor output power CMDEVPWR is set to PREVPWR, that is, CMDEVPWR= PREVPWR. The initial value of PREVPWR is "0".

When it is determined in step S311 that the current state of the control pre-operation for starting the motor cruising mode is STFC, the operation proceeds to step S313, where the value calculated in the previous routine is subtracted from the desired motor output power TAREVPWR. A value is obtained from the final motor output power CMDEVPWR, and the quotient obtained by dividing this value by the remainder #STDLY2 is added to the final motor output power CMDEVPWR calculated in the previous program to obtain another value, and then in this program This other value is set to the calculated final motor output power CMDEVPWR, ie CMDEVWR=CMDEVPWR+{(TAREVPWR-CMDEVPWR)/#STDLY2}. In this case, TAREVPWR is "PWRRQ+ENGFRIC1" calculated in step S307.

In the above equation, #STDLY2 is #STDLY2 remaining at the current moment. By setting the calculated final motor output power CMDEVPWR as described above, the output power of the motor generator 3 is gradually increased in steps in the STFC stage as shown in FIG. 14 .

When it is determined in step S311 that the current state of the control pre-operation for starting the motor cruise mode is STFCWT, the operation proceeds to step S314 where TAREVPWR is set to the calculated final motor output power CMDEVPWR. In this case, TAREVPWR is also "PWRRQ+ENGFRIC1" calculated in step S307.

When it is determined in step S311 that the current state of the control pre-operation for starting the motor cruising mode is STKYTPRE, the state in the immediately preceding routine is maintained.

When it is determined in step S311 that the current state of the control pre-operation for starting the motor cruising mode is STKYT, the operation proceeds to step S315, where the desired motor output power TAREVPWR is subtracted from the desired motor output power TAREVPWR in the immediately preceding program. The final motor output power CMDEVPWR calculated in the previous procedure is obtained by dividing this value by TDCEVST (i.e., remainder #STDLY5) to obtain a value obtained by adding the final motor output power CMDEVPWR calculated in the previous program to obtain another In this program, set this value as the calculated final motor output power CMDEVPWR, that is, CMDEVPWR=CMDEVPWR+{(TAREVPWR-CMDEVPWR)/TDCEVST}. In this case, TAREVPWR is "PWRRQ+ENGFRIC2" calculated in step S309.

By setting the calculated final motor output power CMDEVPWR as described above, the output power of the motor generator 3 is gradually reduced stepwise in the STKYT stage shown in FIG. 14 .

When it is determined in step S311 that the current state of the control pre-operation for starting the motor cruising mode is STEV, the operation proceeds to step S317 where TAREVPWR is set to the calculated final motor output power CMDEVPWR. In this case, TAREVPWR is also "PWRRQ+ENGFRIC2" calculated in step S309.

After performing one of the control operations in steps S312, S313, S314, and S315, or when it is determined in step S311 that the current state of the control pre-operation for starting the motor cruising mode is STKYTPRE, the operation proceeds to step S316, where In this step, the motor cruise mode request flag F_EV is set to "1", and then the control operation in this routine is ended.

When the motor cruise mode request flag F_EV is "1", the control pre-operation for starting the motor cruise mode is being performed, and when the motor cruise mode request flag F_EV is "0", the control pre-operation for starting the motor cruise mode is ended. operate. After the flag F_EV becomes "1", the operation proceeds to the control operation for the motor cruise mode in step S107 in the main control program for the motor cruise mode shown in FIG. 5 . Control pre-operation for ending motor cruise mode

Next, the control pre-operation for ending the motor cruise mode in step S108 of the main control flow of the motor cruise mode will be described with reference to the flowcharts shown in FIGS. 15 and 16 .

In step S401, it is determined whether the current state is in the motor cruise mode. When the determined result in step S401 is "NO", the operation proceeds to S402, where a control pre-operation for ending the motor cruising mode is performed according to the current state. More specifically, when the vehicle is in a deceleration state, a control pre-operation for ending the motor cruise mode is performed, which corresponds to a deceleration operation after the motor cruise mode as shown in FIG. In the state, a control pre-operation for ending the motor cruise mode in order to immediately switch to the engine cruise mode is performed. Further, the operation proceeds from step S402 to S402a, in which the fuel cut request flag F_FCREQ is set to "0", the motor cruise mode request flag F_EV is set to "0", and the calculated final motor output power CMDEVPWR Set to "0", and then end the control operation in this program.

When the determined result in step S401 is "YES" (namely, in the motor cruise mode), the operation proceeds to step S403, in which it is determined that in step S105 of the previous main control program of the motor cruise mode It is determined whether the result of the control operation regarding the current state of the motor cruise mode is "control pre-operation for ending the motor cruise mode" (ie, whether EVSTATUS=END). When the determined result in step S403 is "NO" (the previous state with respect to the motor cruising mode is not a control pre-operation for ending the motor cruising mode), that is, the program is a control pre-operation for ending the motor cruising mode For the first execution of , the operation proceeds to step S404. In contrast, when the determined result in step S403 is "YES" (the previous state with respect to the motor cruise mode is a control pre-operation for ending the motor cruise mode), the operation proceeds to step S405.

In step S404, the TDC counter TDCEVEND used to end the control pre-operation of the motor cruising mode is set to an initial value #ENDDLY1+#ENDDLY2+#ENDDLY3+#ENDDLY4+#ENDDLY5", that is, TDCEVEND=#ENDDLY1+#ENDDLY2+#ENDDLY3+#ENDDLY4+#ENDDLY5 .

Then, the operation proceeds to step S405.

FIG. 17 is a time chart showing the calculated final motor output power CMDEVPWR in the control pre-operation for ending the motor cruise mode. More specifically, FIG. The mode controls the relationship between the status (STATUSEVEND) of the pre-operation.

#ENDDLY1 corresponds to a period of time (from time t0 to time t1 in FIG. The corresponding state of the control pre-operation of cruise mode is called STKYTENDWT.

#ENDDLY2 corresponds to a period of time (from time t1 to time t2 in FIG. 17 ) from the start of canceling the cylinder shut-off operation to when the cancellation of the cylinder shut-off operation for all cylinders is completed, and will be used for ending the motor cruise mode The corresponding state of the control pre-operation is called STKYTEND.

#ENDDLY3 corresponds to a period of time (from time t2 to time t3 in FIG. 17 ) from the completion of the cancellation of the cylinder cutoff operation for all cylinders to the cancellation request of the fuel cutoff operation, and will be related to the control for ending the motor cruise mode The corresponding state of the pre-operation is called STINJWT.

#ENDDLY4 corresponds to a period of time from the cancellation request of the fuel cut operation to the start of the cancellation of the fuel cut operation (from time t3 to time t4 in FIG. Called STINJPRE.

#ENDDLY5 corresponds to a period of time from the start of the cancellation of the fuel cut operation to the completion of the fuel cut operation for all cylinders (from time t4 to time t5 in FIG. The corresponding state is called STINJ.

The state regarding the control pre-operation for ending the motor cruise mode after all cylinders are turned off is referred to as STEND.

Every time the engine 2 passes the top dead center (TDC), a predetermined value is subtracted from the TDC counter TDCEVEND for ending the control pre-operation of the motor cruise mode.

In step S405, it is determined how far the control pre-operation for ending the motor cruising mode proceeds according to the value of the TDC counter TDCEVEND for ending the control pre-operation of the motor cruising mode, and then the operation proceeds to step S406, in which, It is determined which of STKYTENDWT, STKYTEND, STINJWT, STINJPRE, STINJ, or STEND is the current state of the control pre-operation for ending the motor cruising mode.

When it is determined in step S406 that the current state of the control pre-operation for ending the motor cruise mode is STKYTENDWT, the operation proceeds to step S407, in which the fuel cut request flag F_FCREQ is set to "1" and the motor cruise mode is set to "1". The mode request flag setting F_EV is set to "1". Then, the operation proceeds from step S407 to step S408, in which the engine friction ENGFRIC2 in the all cylinders off state obtained in step S102 of the main control routine of the motor cruise mode is added to the motor friction factor used to determine the motor cruising mode. A value is obtained on the desired output power PWRRQ obtained in step S201 of the control operation of the cruising mode request, the value is set as the desired motor output power TAREVPWR, and the TAREVPWR is set as the calculated final motor output power CMDEVPWR, that is, CMDEVPWR=TAREVPWR=(PWRRQ+ENGFRIC2), then the control operation in this routine is ended.

When it is determined in step S406 that the current state of the control pre-operation for ending the motor cruise mode is STKYTEND, the operation proceeds to step S409 where the fuel cut request flag F_FCREQ is set to "1" and the motor cruise The mode request flag F_EV is set to "1". Then, the operation proceeds from step S409 to step S410, in which the desired motor output power TAREVPWR and the calculated final motor output power CMDEVPWR are set, and then the control operation in this routine is ended. More specifically, the engine friction ENGFRIC1 obtained in step S102 of the main control routine of the motor cruise mode is added to the expected value obtained in step S201 of the control operation for determining the motor cruise mode request. Obtain a value on the output power PWRRQ, and set this value as the expected motor output power TAREVPWR. In addition, the final motor output power CMDEVPWR calculated in the immediately preceding program is subtracted from the desired motor output power TAREVPWR to obtain a value, and the quotient obtained by dividing this value by the remainder #ENDDLY2 is added to the value obtained in the previous program The final motor output power CMDEVPWR calculated in CMDEVPWR is used to obtain another value, which is set to the calculated final motor output power CMDEVPWR in this program, namely: TAREVPWR=PWRRQ+ENGFRIC1, and CMDEVPWR=CMDEVPWR+{( TAREVPWR-CMDEVPWR)/#EVDDLY2}

In the above equation, #ENDDLY2 is #ENDDLY2 remaining at the current moment. By setting the calculated final motor output power CMDEVPWR as described above, the output power of the motor generator 3 is gradually increased stepwise in the STKYTEND stage shown in FIG. 17 .

When it is determined in step S406 that the current state of the control pre-operation for ending the motor cruise mode is STINJWT, the operation proceeds to step S411 where the fuel cut request flag F_FCREQ is set to "1" and the motor cruise The mode request flag F_EV is set to "1". Then, the operation proceeds from step S411 to step S412, in which the engine friction ENGFRIC1 obtained in step S101 of the main control routine of the motor cruise mode is added to the engine friction ENGFRIC1 in the operating state of all cylinders for determining the motor cruise mode A value is obtained on the desired output power PWRRQ obtained in step S201 of the requested control operation, this value is set as the desired motor output power TAREVPWR, and this TAREVPWR is set as the calculated final motor output power CMDEVPWR, that is, CMDEVPWR= TAREVPWR=(PWRRQ+ENGFRIC2), then the control operation in this routine is ended.

When it is determined in step S406 that the current state of the control pre-operation for ending the motor cruise mode is STINJPRE, the operation proceeds to step S413, where the fuel cut request flag F_FCREQ is set to "0" and the motor cruise The mode request flag F_EV is set to "1", and then the control operation in this program is ended. Thus, in the STINJPRE stage, the calculated final motor output power CMDEVPWR is maintained at the value in the previous routine, and since the flag F_FCREQ is set to "0", cancellation of the fuel cut operation is requested.

When it is determined in step S406 that the current state of the control pre-operation for ending the motor cruise mode is STINJ, the operation proceeds to step S414 where the fuel cut request flag F_FCREQ is set to "0" and the motor cruise The mode request flag F_EV is set to "1". Operation then proceeds from step S414 to step S415, where the final motor output power CMDEVPWR calculated in the immediately preceding routine is subtracted from the desired motor output power TAREVPWR to obtain a value, which is divided by The quotient obtained by TDCEVEND (i.e., remainder #ENDDLY5) is added to the final motor output power CMDEVPWR calculated in the previous program to obtain another value, which is then set in this program as the calculated final Motor output power CMDEVPWR, that is, TAREVPWR=0, and CMDEVPWR=CMDEVPWR+{(TAREVPWR−CMDEVPWR)/TDCEVEND}, then, the control operation in this routine is ended.

By setting the calculated final motor output power CMDEVPWR as described above, the output power of the motor generator 3 gradually decreases in steps in the STINJ stage, and finally becomes "0" as shown in FIG. 17 .

When it is determined in step S406 that the current state of the control pre-operation for ending the motor cruise mode is STEND, the operation proceeds to step S416 where the fuel cut request flag F_FCREQ is set to "0" and the motor cruise The mode request flag F_EV is set to "0", and then the operation proceeds to step S417 in which the calculated final motor output power CMDEVPWR is set to "0", and then the control operation in this routine is ended. At this point, the completion of the switching operation from the motor cruise mode to the engine cruise mode ends.

Control Operations for Computing the Start Clutch Oil Pressure Correction Factor

Next, the control operation for calculating the starting clutch oil pressure correction coefficient will be described with reference to flowcharts shown in FIGS. 18 to 20. FIG.

The flowcharts shown in FIGS. 18 to 20 show the control routine for calculating the starting clutch oil pressure correction coefficient, which routine is repeatedly and periodically executed by the ECU 19 .

In step S501, it is determined whether the value of the flag F_EVST is "0" or "1", which indicates that correction of the starting clutch oil pressure is performed when the motor cruise mode starts. When it is determined in step S501 that the value of the flag F_EVST is "1" (that is, correction of the starting clutch oil pressure is being performed at the start of the motor cruise mode), the operation proceeds to step S502 in which it is determined that at the start of the motor cruise mode Whether the value of the correction coefficient KCLEV of the starting clutch oil pressure is "1.0".

When the result of the determination in step S502 is "YES" (ie, KCLEV=1.0), the operation proceeds to step S503 where the flag F_EVST is set to "0".

In contrast, when it is determined in step S501 that the value of the flag F_EVST is "0" (ie, correction of the starting clutch oil pressure is not performed at the start of the motor cruise mode), and the determination result in step S502 is "NO" (ie, KCLEV ≠1.0), and when the operation in step S503 is performed, the operation proceeds to step S504. In this step, it is determined whether the value of the flag F_EVEND is "0" or "1". Carry out the correction of the starting clutch oil pressure.

When it is determined in step S504 that the value of the flag F_EVEND is "1" (that is, correction of the starting clutch oil pressure is being performed at the end of the motor cruise mode), the operation proceeds to step S505 in which it is determined that Whether the value of correction coefficient KCLENG of starting clutch oil pressure is "1.0".

When the determined result in step S505 is "YES" (ie, KCLENG=1.0), the operation proceeds to step S506, in which the flag F_EVEND is set to "0".

On the contrary, when it is determined in step S504 that the value of the flag F_EVEND is "0" (ie, the correction of the starting clutch oil pressure is not performed at the start of the motor cruise mode), and the result of the determination in step S505 is "NO" (ie, KCLENG ≠1.0), and when the operation in step S506 is performed, the operation proceeds to step S507.

In step S507, it is determined whether the current motor cruise mode request flag F_EV is "1" and whether the previous motor cruise mode request flag F_EVOLD is "0". In other words, it is determined whether or not the motor cruise mode request flag F_EV becomes "1" in this routine.

When the determined result in step S507 is "YES" (that is, the motor cruise mode request flag F_EV becomes "1" in this routine), the operation proceeds to step S508, in which the The initial oil pressure maintenance timer TMEV is set to an initial value TMEVST (corresponding to the time between t0 and t5 in the timing chart shown in FIG. If it is "1", this flag indicates that the start clutch oil pressure is corrected when the motor cruise mode starts, and if the flag F_EVEND is set to "0", this flag indicates that the start clutch oil pressure is corrected when the motor cruise mode ends.

On the contrary, when the determined result in step S507 is "NO" (that is, the motor cruising mode request flag F_EV is also "1" in the previous routine), the operation proceeds to step S510 in which the current motor cruising mode is determined. Whether or not the mode request flag F_EV is "0", and whether or not the previous motor cruising mode request flag F_EVOLD is "1".

When the determined result in step S510 is "YES" (that is, the motor cruising mode request flag F_EV becomes "1" in this routine), the operation proceeds to step S511, in which the motor cruising mode will end When the oil pressure holding counter TMENG is set to the initial value TMEVEND (corresponding to the time between t0 and t3 in the timing diagram shown in Figure 3), the operation then continues to step S512, in which the flag F_EVEND is set to " 1", which indicates that the correction of the starting clutch oil pressure is performed when the motor cruise mode ends, and the flag F_EVST is set to "0", which indicates that the correction of the starting clutch oil pressure is performed when the motor cruise mode starts.

In the timing chart shown in FIG. 3 , the end point of EMEVEND used as the initial value of TMENG coincides with the point at which cancellation of the fuel cut operation is started; however, these two points do not necessarily coincide with each other.

On the contrary, when the determination result in step S510 is "NO" (that is, the motor cruise mode request flag F_EV is also "0" in the previous routine), after the operation in step S509 is performed, and in step S512 is performed After the operation of , the operation proceeds to step S513.

In step S513, it is determined whether the flag F_EVST is "1". When the determined result is "YES" (ie, F_EVST=1), the operation proceeds to step S514, and when the determined result is "NO" (F_EVST≠1), the operation proceeds to step S525.

In step S514, a value obtained by adding a predetermined fuel cut operation cancel rotation speed addition DNE to the fuel cut operation cancel rotation speed NELOW in the current driving state is set as the engine speed low reference value NELOW1.

Next, operation proceeds from step S514 to S515, where it is determined whether the current engine speed NE is less than or equal to the engine speed low reference value NELOW1. When the determined result in step S515 is "NO" (ie, NE>NELOW1), the operation proceeds to step S519. On the contrary, when the determined result in step S515 is "YES" (ie, NE≦NELOW1), the operation proceeds to step S516, in which the oil pressure for reducing the engine speed at the start of the motor cruise mode is changed to The correction coefficient additional term DKCLEV2 is added to the starting clutch oil pressure correction coefficient KCLEN at the start of the motor cruise mode in the previous program to obtain a value, and this value is set as the start at the start of the motor cruise mode in the current program. The clutch oil pressure correction coefficient KCLEV, that is, KCLEV=KCLEV+DKCLEV2.

Next, the operation proceeds from step S516 to S517, in which it is determined whether KCLEV is greater than or equal to "1.0". When the determined result in step S517 is "NO" (ie, KCLEV<1.0), the operation proceeds to step S519. On the contrary, when the determined result in step S517 is "YES" (that is, KCLEV ≥ 1.0), the operation proceeds to step S518, in which KCLEV is set to "1.0", and will be The oil pressure maintenance timer TMEV is set to "0", and then the operation proceeds to step S519.

It is determined in step S519 whether TMEV is "0". When the determined result in step S519 is "NO" (ie, TEMV≠0), the operation proceeds to step S520 in which it is determined whether KCLEV is "1.0". When the determined result in step S520 is "NO" (KCLEV≠1.0), the operation proceeds to step S526. On the contrary, when the determined result in step S520 is "YES" (that is, KCLEV=1.0), the operation proceeds to step S521, in which the starting clutch oil pressure correction factor used at the start of the motor cruise mode is The initial value of KCLEV1 is set to KCLEV, and the operation proceeds to step S526.

In contrast, when the determined result in step S519 is "YES" (ie, TMEV = 0), the operation proceeds to step S522, in which the term DKCLEV1 is added to the oil pressure correction coefficient at the start of the motor cruise mode. Add it to the start clutch oil pressure correction coefficient KCLEN at the start of the motor cruise mode in the previous program to obtain a value, and set this value as the start clutch oil pressure correction coefficient at the start of the motor cruise mode in the current program, That is, KCLEV=KCLEV+DKCLEV1.

Next, the operation proceeds from step S522 to step S523, where it is determined whether KCLEV is greater than "1.0". When the determined result in step S523 is "NO" (ie, KCLEV≦1.0), the operation proceeds to step S526.

In contrast, when the determined result in step S523 is "YES" (ie, KCLEV>1.0), the operation proceeds to step S524 where KCLEV is set to "1.0", and then the operation proceeds to S526.

When the operation proceeds to step S525 after the determination is "NO" (F_EVST≠1) in step S513, KCLEV is set to "1.0" in step S525, and the operation proceeds to step S526.

In step S526, it is determined whether F_EVEND is "1". When the determination result is "NO" (ie, F_EVEND = 0), the operation proceeds to step S527, where KCLENG is set to "1.0", and the control operation in this routine is ended.

In contrast, when the determined result in step S526 is "YES" (ie, F_EVEND=1), the operation proceeds to step S528.

In step S528, a value obtained by adding the predetermined fuel-cut operation cancel rotation speed addition DNE to the fuel-cut operation cancel rotation speed NELOW in the current driving state is set as the engine speed low reference value NELOW1 .

Next, operation proceeds from step S528 to S529, in which it is determined whether the current engine speed NE is less than or equal to the engine speed low reference value NELOW1. When the determined result in step S529 is "NO" (ie, NE>NELOW1), the operation proceeds to step S533. On the contrary, when the result of the determination in step S510 is "YES" (ie, NE≦NELOW1), the operation proceeds to step S530, in which the oil used for reducing the engine speed at the end of the motor cruise mode The pressure correction coefficient additional term DKCLENG2 is added to the starting clutch oil pressure correction coefficient KCLENG at the end of the motor cruise mode in the previous program to obtain a value, and this value is set as the value at the end of the motor cruise mode in the current program The starting clutch oil pressure correction coefficient KCLENG, that is, KCLENG=KCLENG+DKCLENG2.

Thereafter, the operation proceeds from step S530 to step S531, in which it is determined whether KCLENG is greater than or equal to "1.0". When the determined result in step S531 is "NO" (ie, KCLENG<1.0), the operation proceeds to step S533. On the contrary, when the determined result in step S531 is "YES" (that is, KCLENG ≥ 1.0), the operation proceeds to step S532, in which KCLENG is set to "1.0", and the The oil pressure maintenance timer TMENG is set to "0", and then the operation proceeds to step S533.

In step S533, it is determined whether TMENG is "0". When the result of the determination in step S533 is "NO" (ie, TMENG≠0), the operation proceeds to step S534 in which it is determined whether KCLENG is "1.0". When the result of the determination in step S534 is "NO" (ie, KCLENG≠1.0), the control operation in this routine ends. On the contrary, when the determined result in step S534 is "YES" (ie, KCLENG=0), the operation proceeds to step S535, in which the starting clutch oil pressure correction coefficient for the end of the motor cruise mode is changed to The initial value of KCLENG1 is set to KCLENG, and the control operation in this program ends.

Note that the expected oil pressure CLCMD for the starting clutch is multiplied by the starting clutch oil pressure correction coefficient KCLEV at the beginning of the motor cruise mode and the starting clutch oil pressure correction coefficient KCLENG at the end of the motor cruise mode by the starting clutch oil pressure correction coefficient KCLENG It is calculated from the previous expected oil pressure CLCMD, that is, CLCMD=(CLCMD)×(KCLEV)×(KCLENG).

Next, supplementary explanation will be given below for the case where the determination result in step S507 is "YES", and the correction of the starting clutch oil pressure at the start of the motor cruise mode is started.

When it is determined to be "YES" in step S507, and the correction of the starting clutch oil pressure at the start of the motor cruise mode is started, since F_EVST is set to "1" and F_EVEND is set to "0" in step S509, the The determination in step S513 is "YES". Because the engine speed NE at the moment immediately after starting to correct the clutch oil pressure at the start of the motor cruise mode is greater than the engine speed low reference value NELOW1, and the oil pressure maintenance timer TMEV at the start of the motor cruise mode is not "0" , so it is determined to be "NO" in step S515 of the first control program, and to be determined to be "NO" in step S519, and then the operation proceeds to step S520. Since KCLEV was "1.0" before the first control routine, it is determined to be "YES" in step S520 of the first control routine, and KCLEV1 is set to KCLEV in step S521. Also, since the determination is "NO" in step S526, KCLENG is set to "1.0" in step S527. Therefore, the engagement reduction control operation for the starting clutch 12 is performed immediately after the correction of the clutch oil pressure is started when the motor cruise mode starts (at time t0 in the timing chart shown in FIG. 2 ).

After this operation, F_EVST is kept at "1", and the determination result in step S513 is kept at "YES" until it is determined as "YES" in step S502 (ie, KCLE=1.0).

If the engine speed NE falls below NELOW between the time when the clutch oil pressure starts to be corrected at the start of the motor cruise mode and the time when TMEV becomes "0", "YES" is determined in step S515, and in step S516 Correct KCLEV in order to add DKCLEV2 as a correction item. In other words, during the clutch disengagement control operation for starting the clutch 12, when the engine speed NE decreases to a level lower than NELOW, the engagement increase control operation is performed (corresponding to time t0 to t5), in this operation, the degree of engagement of the starting clutch 12 is forcibly increased. When KCLEV becomes equal to or greater than 1.0 during the engagement increase control operation, the determination result in step S517 becomes "YES", KCLEV is set to the upper limit value "1.0", and TMEV is set to "0".

The determination in step S519 is "NO" until TMEV becomes "0", and is determined to be "NO" in step S520, and the operation proceeds to step S526 until KCLEV becomes "0".

When TMEV becomes "0", the determination result in step S519 becomes "YES", and in step S522, KCLEV is corrected so that DKCLEV1 (corresponding to time t5 to t7). The determination result in step S523 is "NO", and the operation proceeds to step S526 until when KCLEV becomes equal to or greater than "1.0". When KCLEV becomes equal to or greater than "1.0", the determination result in step S523 becomes "YES", and KCLEV is set to the upper limit value "1.0" in step S524 (corresponding to the timing in the timing table shown in FIG. 2 t7 or later), and the operation proceeds to step S526.

In other words, regardless of whether KCLEV is corrected to be increased in step S516, KCLEV is corrected to be increased in step S522. However, when KCLEV is set to "1.0" in step S518, since KCLEV is larger than "1.0" when KCLEV is further increased in step S522, the correction of the increase of KCLEV in step S522 basically has no effect, therefore, KCLEV is kept at "1.0" in step S524.

The correction term DKCLEV2 for increasing the correction KCLEV in step S516 (ie, the increase increment in the engagement increase control operation) is set smaller than the correction term DKCLEV1 for increasing the correction KCLEV in step S522 (ie, the increment in the engagement increase control operation). Increment of increase in recovery control operation), ie DKCLEV2<DKCLEV1. This is because the purpose of increasing the correction KCLEV in step S516 is only to slightly increase the engine speed, and for this, a slight increase in the clutch oil pressure is sufficient. With this arrangement, the engine speed can be increased without reducing the effect of the clutch release control operation.

Next, a description will be given of the case where the correction of the starter clutch oil pressure is started at the end of the motor cruise mode after the determination of "YES" in step S510.

When it is determined to be "YES" in step S510 and the starting clutch oil pressure correction is started at the end of the motor cruise mode, since F_EVEND is set to "1" and F_EVST is set to "0" in step S512, the "NO" in step S513, KCLEV is set to "1.0" in step S525, and "YES" in step S526.

Since the engine speed NE is greater than the engine speed low reference value NELOW1 immediately after the correction of the clutch oil pressure at the end of the motor cruise mode, and the oil pressure hold counter TMENG is not "0" at the end of the motor cruise mode, the A control routine determines "NO" in step S529 and determines "NO" in step S533, and then the operation proceeds to step S534. Since KCLEV was "1.0" before the first control routine, it is determined to be "YES" in step S534 of the first control routine, and KCLENG1 is set to KCLENG in step S535. Therefore, the engagement reduction control operation for the starting clutch 12 is performed immediately after the correction of the clutch oil pressure at the end of the motor cruise mode (at time t0 in the timing chart shown in FIG. 3 ).

After this operation, F_EVEND is kept at "1", and the determination result in step S526 is kept at "YES" until it is determined as "YES" in step S505 (ie, KCLENG=1.0).

If the engine speed NE falls to a level lower than NELOW between the time when the clutch oil pressure starts to be corrected at the end of the motor cruise mode and when TMENG becomes "0", the determination is "YES" in step S529, and in step S530 , modify KCLENG to add DKCLENG2 as a correction item. In other words, when the engine speed NE falls below NELOW during the clutch disengagement control operation for starting the clutch 12, the engagement increase control operation is performed (corresponding to times t0 to t3 in the timing chart shown in FIG. 2 ), wherein the degree of engagement of the starting clutch 1 2 is forcibly increased. When KCLENG becomes equal to or greater than "1.0" during the engagement increase control operation, the determination result in step S531 becomes "YES", KCLENG is set to the upper limit value "1.0", and TMENG is set in step S532. Set to "0".

The determination result in step S533 is "NO" until TMEGN becomes "0", and the determination is "NO" in step S534 until KCLENG becomes "1.0".

When TMENG becomes "0", the determination result in step S533 becomes "YES", and KCLENG is corrected in step S536 so that DKCLENG1 is added as a correction item (corresponding to time t3 to t5). The determination result in step S537 is "NO" until KCLENG becomes equal to or greater than "1.0". When KCLENG becomes equal to or greater than "1.0", the determination result in step S537 becomes "YES", and KCLEV is set to the upper limit value "1.0" in step S538 (corresponding to time t5 or later), and the operation proceeds to step S526.

In other words, regardless of whether KCLENG is corrected to increase in step S530, KCLENG is corrected to increase in step S536. However, when KCLENG is set to "1.0" in step S532, since KCLENG is larger than "1.0" when KCLENG is further increased in step S536, the increase correction of KCLENG in step S536 basically has no effect, and thus in KCLENG is kept at "1.0" in step S538.

The correction term DKCLENG2 for the increase correction of KCLENG in step S530 (ie, the increment of increase in the engagement increase control operation) is set to be smaller than the correction term DKCLENG1 for the increase correction of KCLENG in step S536 (ie, increment in engagement recovery control operation), that is, DKCLENG2<DKLENG1. This is because the purpose of increasing the correction KCLENG in step S530 is only to slightly increase the rotational speed of the engine, and for this, a slight increase in the clutch oil pressure is sufficient. With this arrangement, it is possible to increase the engine speed without reducing the effect of the clutch release control operation.

During deceleration after the motor cruise mode, since F_EV is set to "0" in step S402a of the control pre-operation for ending the motor cruise mode shown in FIG. A correction of the starting clutch oil pressure at the end of the motor cruise mode is performed.

In the above-described embodiments, the clutch operating device is constituted by performing the series of operations from step S501 to step S538.

second embodiment

23 to 25 are flowcharts showing control operations for calculating a starting clutch oil pressure correction coefficient for the hybrid vehicle of the second embodiment.

In the first embodiment described above, in the case where the operation mode is switched, when the engine speed decreases to a level lower than NELOW during the clutch disengagement control operation for the starting clutch 12, the engagement increase control operation is performed by performing the engagement increase control operation. The engine speed is kept higher than NELOW, and the degree of engagement of the starting clutch 12 is forcibly increased in this engagement increase control operation; however, in the second embodiment, during the clutch release control operation, by controlling the engagement of the starting clutch 12 according to the motor speed The engine speed is kept higher than a predetermined value (for example, higher than NELOW in the first embodiment) by a certain degree.

For this reason, in the second embodiment, the starting clutch oil pressure correction coefficient KCLV_T at the beginning of the motor cruise mode and the starting clutch oil pressure correction coefficient KCLENG_T at the end of the motor cruise mode are determined through experiments. The rotational speed NE is higher than necessary for NELOW, and is stored in the ROM in the ECU 19 .

FIG. 24 is a graph plotted according to an example of a table defining a starting clutch oil pressure correction factor at the beginning of the motor cruise mode. As shown in the figure, the starting clutch oil pressure correction coefficient KCLEV_T at the beginning of the motor cruise mode is set larger for high engine speed NE, and KCLEV_T is increased according to the decrease of engine speed NE; while for engine speed lower than a predetermined value NE, is set to the upper limit value "1.0".

FIG. 25 is a graph plotted according to an example of a table defining a launch clutch oil pressure correction factor at the end of the motor cruise mode. As shown in the figure, the starting clutch correction coefficient KCLENG_T at the end of the motor cruise mode is set larger for high engine speed NE, and KCLENG_T is increased according to the decrease of engine speed NE; while for engine speed NE lower than a predetermined value, is set to the upper limit value "1.0".

Next, the control operation for calculating the starting clutch oil pressure correction coefficient will be described with reference to the flow charts shown in FIGS. 21 to 23. FIG.

The series of control operations from step S601 to step S613 are the same as the series of control steps from step S501 to step S513 shown in FIG. 18 , and therefore description thereof is omitted here.

When the determined result in step S613 is "YES" (ie, F_EVST=1), the step proceeds to step S614, and when the determined result is "NO" (ie, F_EVST≠1), the operation proceeds to step S620.

In step S614, KCLEV_T is obtained from the table defining the starting clutch oil pressure correction coefficient at the start of the motor cruise mode represented by the graph shown in FIG. 24 according to the engine speed NE, and the operation proceeds to step S615 , in this step, the obtained KCLEV_T is set as KCLEV, that is, KCLEV=KCLEV_T.

Since the engine speed NE is high immediately after the correction of the clutch oil pressure at the start of the motor cruise mode, KCLEV_T is set smaller, and the engagement reduction control operation for the starting clutch 12 is performed. KCLEV_T is made gradually larger as the engine speed NE decreases as the degree of engagement of the starting clutch 12 decreases. Therefore, the degree of engagement of the starting clutch 12 is controlled so that the engine speed NE is kept larger than NELOW until TMEV becomes "0".

Next, the operation proceeds from step S615 to step S616, where it is determined whether TMEV is "0". When the result of the determination in step S616 is "NO" (ie, TMEV≠0), the operation proceeds to step S621.

When the determined result in step S616 is "YES" (ie, TMEV = 0), the operation proceeds to step S617, where the oil pressure correction coefficient additional term DKCLEV1 at the start of the motor cruise mode is added to Obtain a value on the start clutch oil pressure correction coefficient KCLEV at the beginning of the motor cruise mode in the immediately preceding program, and set this value as the start clutch oil pressure correction coefficient KCLEV at the start of the motor cruise mode in the current program , that is, KCLEV=KCLEV+DKCLEV1.

Therefore, KCLEV is corrected to increase DKCLEV1 as a correction term after TMEV becomes "0".

Next, the operation proceeds from step S617 to step S618, where it is determined whether KCLEV is greater than "1.0". When the determined result in step S618 is "NO" (ie, KCLEV≦1.0), the operation proceeds to step S621.

In contrast, when the determined result in step S618 is "YES" (ie, KCLEV>1.0), the operation proceeds to step S619, where KCLEV is set to "1.0", and the operation proceeds to step S621.

Therefore, KCLEV is continuously corrected to increase DKCLEV1 as a correction term until KCLEV becomes "1.0".

When the operation proceeds to step S620 after the determination is "NO" (F_EVST≠1) in step S613, KCLEV is set to "1.0" in step S620, and the operation proceeds to step S621.

In step S621, it is determined whether F_EVEND is "1". When the determination result is "NO" (ie, F_EVEND=0), the operation proceeds to step S622 where KCLENG is set to "1.0", and the control operation in this routine is ended.

In contrast, when the determined result at step S621 is "YES" (ie, F_EVEND=1), the operation proceeds to step S623.

In step S623, KCLENG_T is obtained from the table defining the starting clutch oil pressure correction coefficient at the end of the motor cruise mode represented by the graph shown in FIG. 25 according to the engine speed NE, and the operation continues Go to step S624, in this step, set the obtained KCLENG_T as KCLENG, that is, KCLENG=KCLENG_T.

Since the engine speed NE is high immediately after the correction of the clutch oil pressure at the end of the motor cruise mode, KCLENG_T is set smaller, and the engagement reduction control operation for the starting clutch 12 is performed. KCLENG_T is made gradually larger as the engine speed NE decreases as the degree of engagement of the starting clutch 12 decreases. Therefore, the degree of engagement of the starting clutch 12 is controlled so that the engine speed NE is kept larger than NELOW until TMENG becomes "0".

Next, operation proceeds from step S624 to step S625, where it is determined whether TMENG is "0". When the determined result in step S625 is "NO" (ie, TMENG≠0), the control operation in this routine ends.

When the determined result in step S625 is "YES" (i.e., TMENG=0), the operation proceeds to step S626, where the oil pressure correction coefficient additional term DKCLENG1 at the end of the motor cruise mode is added to In the immediately preceding program, a value is obtained on the starting clutch oil pressure correction coefficient KCLENG at the end of the motor cruise mode, and this value is set as the starting clutch oil pressure correction coefficient at the end of the motor cruise mode in the current program KCLENG, that is, KCLENG=KCLENG+DKCLENG1.

Therefore, after TMENG becomes "0", KCLENG is corrected so as to add DKCLENG1 as a correction term.

Next, operation proceeds from step S626 to step S627, in which it is determined whether KCLENG is greater than "1.0". When the determined result in step S627 is "NO" (ie, KCLENG≦1.0), the control operation in this routine ends.

In contrast, when the determined result in step S627 is "YES" (ie, KCLENG > 1.0), the operation proceeds to step S628, where KCLENG is set to "1.0", and the control operation in this routine is ended.

Therefore, KCLENG is continuously corrected to increase DKCLENG1 as a correction item until KCLENG becomes "1.0".

Note that the expected oil pressure CLCMD for the starting clutch is multiplied by the starting clutch oil pressure correction coefficient KCLEV at the beginning of the motor cruise mode and the starting clutch oil pressure correction coefficient KCLENG at the end of the motor cruise mode by the starting clutch oil pressure correction coefficient KCLENG It is calculated from the previous expected oil pressure CLCMD, that is, CLCMD=(CLCMD)×(KCLEV)×(KCLENG).

In the second embodiment, the clutch operating device is constituted by performing a series of operations from step S601 to step S628.

In the second embodiment, as in the first embodiment, the clutch disengagement control operation for the starting clutch 12 can be performed during the switching operation between the running modes, and the engine speed can be kept higher than the fuel cut operation Cancel the speed.

As a result, it is possible to reduce the drag feeling due to the fuel cut operation when the operating mode of the vehicle is changed from the engine cruise mode to the motor cruise mode, and it is also possible to reduce the drag feeling caused by the fuel cut operation when the vehicle operation mode is changed from the motor cruise mode to the engine cruise mode. Combustion initiation oscillation caused by starting engine operation; thus, stabilizes vehicle performance and improves drivability when switching the vehicle's operating mode back and forth between engine cruise mode and motor cruise mode.

Also, since an increase in vehicle pitch that may occur due to a decrease in engine speed can be prevented, drivability can be improved. Furthermore, since the engine rotation speed does not reach the fuel cut operation cancellation rotation speed, unnecessary fuel supply to the engine 2 due to the cancellation of the fuel cut operation can be reliably prevented and fuel efficiency can be improved.

In addition, because the degree of engagement of the starting clutch 12 (which has been reduced at the time of transition from the engine cruise mode to the motor cruise mode or from the motor cruise mode to the engine cruise mode) is reliably confirmed when the running mode transition is completed. recovery, so energy loss due to the clutch release control operation can be minimized.

While preferred embodiments of the present invention have been described and illustrated above, it should be understood that these are examples of the invention and are not to be considered as limitations thereon. Furthermore, additions, deletions, substitutions, and other modifications may be made without departing from the spirit or scope of the present invention. Accordingly, the invention is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.

For example, in the above-described embodiments, the transmission is assumed to be a continuously variable transmission (CVT); however, the present invention can be applied to a conventional gear transmission. In this case, the clutch arrangement can be a lock-up clutch.

Industrial Applicability

As described above, according to the clutch operating device of the present invention, since the motor cruise mode can be effectively applied to a running state in which the engine cannot be efficiently operated, fuel efficiency can be improved. Furthermore, by performing the clutch disengagement control operation, when the operation mode of the vehicle is shifted from the engine cruise mode to the motor cruise mode, it is possible to reduce the feeling of drag caused by the fuel cut operation, and when the operation mode of the vehicle is shifted from the motor cruise mode to Engine cruise mode also reduces combustion initiation chatter due to starting engine operation; thus, stabilizes vehicle performance and improves drivability when the vehicle's operating mode is switched back and forth between engine cruise mode and motor cruise mode performance.

Also, during the clutch disengagement control operation, when the rotational speed of the engine falls below a predetermined value, by performing the engagement increase control operation for the clutch mechanism, the engine rotational speed is not further decreased, and the engine rotational speed can be increased; therefore, It is possible to prevent an increase in vehicle jerking due to a decrease in engine speed, and to improve fuel efficiency.

According to another clutch operating device of the present invention, the degree of engagement of the clutch mechanism which was once reduced due to the engagement reduction control operation can be reliably restored at the end of the switching operation between the running modes; The resulting energy loss is minimized.

According to another clutch operating device of the present invention, even when the engagement increase control operation is performed, the engine speed can be increased without reducing the effect of the clutch disengagement control operation.

According to another clutch operating device of the present invention, the engine speed does not reach the fuel-cut operation cancellation speed; therefore, unnecessary fuel supply to the engine 2 due to the cancellation of the fuel-cut operation can be reliably prevented, and the fuel-cut operation can be improved. efficiency.

According to another clutch operating device of the present invention, since the motor cruise mode can be effectively applied to a running state in which the engine cannot be efficiently operated, fuel efficiency can be improved. In addition, by performing the clutch disengagement control operation, it is possible to reduce the drag feeling caused by the fuel cut operation when the operation mode of the vehicle is switched from the engine cruise mode to the motor cruise mode, and when the vehicle operation mode is switched from the motor cruise mode to the engine cruise mode Cruise mode also reduces combustion initiation chatter due to starting engine operation; thus, stabilizes vehicle performance and improves drivability when the vehicle's operating mode switches back and forth between engine cruise mode and motor cruise mode.

Also, by controlling the degree of engagement of the clutch mechanism according to the rotational speed of the engine during the clutch disengagement control operation, the engine rotational speed will not drop below a predetermined value; therefore, an increase in vehicle jerk due to the reduced engine rotational speed can be prevented , and improve drivability.

According to still another clutch operating device of the present invention, an additional clutch mechanism is not required; therefore, the control device can be simplified and an increase in cost can be avoided.

Claims (11)

1. clutch operating device that is used for motor vehicle driven by mixed power, this vehicle has as the driving engine of power source and electrical motor and output shaft, one of at least be transferred to this output shaft in the driving power of described driving engine and electrical motor, with be used under powered vehicle by the driving engine cruise mode of motor-powered vehicle or under by the electrical motor cruise mode of direct motor drive vehicle powered vehicle, described clutch operating device comprises:

Clutch components, these parts are arranged between described driving engine and electrical motor and the output shaft, and it is suitable for from the described output shaft driving power of combustion cutoff and electrical motor selectively; And

The clutch control parts, it may be operably coupled on the described clutch components, is used for controlling when the operational mode of vehicle is alternately changed between driving engine cruise mode and electrical motor cruise mode the degree of engagement of described clutch components,

Wherein, described clutch control parts are suitable for carrying out the disengaging of clutch control operation when the operational mode of vehicle is changed between driving engine cruise mode and electrical motor cruise mode, this operation comprises: engage and reduce control operation, wherein, the degree of engagement of clutch components is reduced; And joint subsequently recovers control operation, wherein, the degree of engagement of clutch mechanism is increased gradually and recover, these clutch control parts also are suitable for carrying out when the rotating speed of driving engine is lower than predetermined value engaging increases control operation, in this operation, make the degree of engagement of clutch components force to increase.

2. clutch operating device according to claim 1, it is characterized in that, described joint increases in the predetermined period of control operation when starting from the disengaging of clutch control operation and begin to be carried out, the predetermined value of this operation reference engine speed is carried out, and described joint recovery control operation is carried out after having passed through predetermined period.

3. clutch operating device according to claim 2 is characterized in that, makes described joint recover control operation and engage the increase control operation progressively to carry out.

4. clutch operating device according to claim 3, it is characterized in that, the increment that described joint increases the increase of control operation is set to less than engaging the increment that recovers the increase in the control operation, and described joint increases the predetermined value of control operation reference engine speed to be carried out.

5. clutch operating device according to claim 1, it is characterized in that, described driving engine is suitable for carrying out the fuel delivery operation and is transformed into the fuel-cut operation of fuel delivery operation under fuel-cut operation cancellation rotating speed, and according to the predetermined value of fuel-cut operation cancellation speed setting engine speed.

6. clutch operating device according to claim 1 is characterized in that described motor vehicle driven by mixed power comprises automatic transmission with hydraulic torque converter, and described clutch mechanism is the starting clutch that is provided for this automatic transmission with hydraulic torque converter.

7. clutch operating device that is used for motor vehicle driven by mixed power, this vehicle has as the driving engine of power source and electrical motor and output shaft, one of at least be transferred to this output shaft in the driving power of described driving engine and electrical motor, with be used under powered vehicle by the driving engine cruise mode of motor-powered vehicle or under by the electrical motor cruise mode of direct motor drive vehicle powered vehicle, described clutch operating device comprises:

Clutch components, these parts are arranged between described driving engine and electrical motor and the output shaft, and it is suitable for from the described output shaft driving power of combustion cutoff and electrical motor selectively; And

The clutch control parts, it may be operably coupled on the described clutch mechanism, is used for controlling when the operational mode of vehicle is alternately changed between driving engine cruise mode and electrical motor cruise mode the degree of engagement of described clutch components,

Wherein, described clutch control parts are suitable for carrying out the disengaging of clutch control operation when the operational mode of vehicle is changed between driving engine cruise mode and electrical motor cruise mode, this operation comprises: engage and reduce control operation, wherein, the degree of engagement of clutch components is reduced; And joint subsequently recovers control operation, wherein, the degree of engagement of clutch components is increased gradually and recovers, and these clutch control parts also are suitable for the degree of engagement according to the rotating speed control clutch mechanism of driving engine.

8. clutch operating device according to claim 7, it is characterized in that, carry out in the predetermined period of the control operation of the degree of engagement of carrying out according to engine speed that is used for described clutch components when originating in the disengaging of clutch control operation and begin, recover control operation through execution after this predetermined period and engage.

9. clutch operating device according to claim 7 is characterized in that, the degree of engagement of clutch components changes according to the clutch pressure coefficient of correction, and this coefficient pre-determines according to the rotating speed of driving engine.

10. clutch operating device according to claim 9 is characterized in that, described clutch pressure coefficient of correction is set higherly, so that increase the degree of engagement of clutch components when engine speed reduces.

11. clutch operating device according to claim 7 is characterized in that, described hybrid vehicle comprises automatic transmission with hydraulic torque converter, and described clutch mechanism is the starting clutch that is provided for this automatic transmission with hydraulic torque converter.

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